Suspension and load equalizing system for vehicles



A. P. BuQuoR 2,012,752

SUSPENSION AND LOAD EQUALIZING SYSTEM FOR VEHICLES Aug. 27, 1935.

5 Sheets-Sheet l Filed Feb. 21, 1953 QN uw QON NLFIII- A. P. BUQUOR Aug. 27, 1935.

SUSPENSION AND LOAD EQUALIZING SYSTEM FOR VEHICLES Filed Feb. 21, 5 Sheets-Sheet 2 A. P. BUQUOR Aug. 27, 1935.

I SUSPENSION AND LOAD EQUALIZING SYSTEM FOR VEHICLES Filed Feb. 21,

1933 5 lSheets-Sheet 3 Patented Aug. Y27, 1935 SUSPENSION AND LOAD EQALIZIG 'SYSTEM FOR VEHICLES" Adolph P. Bur-quot, York,-Pa., asksl'ignor to Martin- Parry Corporation, York, "Paw-a.' corporation of Delaware Application February 21, 1933, Serial No. 657,911A f v 6 Claims.

My invention relates to a suspensionandload equalizing system for vehicles, and more particularly to a suspension and loadequalizing system for tandem pairs of wheels.

It is known that vehicles having more than the conventional four wheels and having the load properly equalized upon the wheels arecapable of carrying much greater useful loads without imposing excessive concentrated loads upon the road. Diiculties have been encountered, however, in providing a sturdy flexible mechanism fory mounting the plurality of i wheels and forA properly distributing the load among the wheels. For example, in a motor vehicle having tandem pairs of rear wheels, such a mechanism, to meet Y the requirements of operation, must provide for proper linear spacing of the pairs of wheels; for free relative angular movement between adjacent axles to adapt the vehicle to uneven road surfaces; for controlled relative transverse movement of the pairs of Wheels when the vehicle is rounding a curve; and for proper proportional load distribution to all Ythe Wheels under all conditionsvof service.k j Y Another object of my invention is to provide a load equalizing and suspension system for motor vehicles having tandem pairs of rear wheels, wherein relative angular movement between the axles is permitted to adapt Vthe vehicle to uneven roads and relative transverse movement of the tandem pairs of wheels is permitted to enable the vvehicle to round curves without imposing undue strain upon the suspension system.

Another object of the invention resides in the provision of auxiliary springs in a suspension and load equalizing system for tandem pairs of wheels, wherein main suspens-ion "springs support the vehicle and load under light load conditions and absorb usual road shocks and the auxiliar-y springs assist in absorbing unusually heavy roadshocks 'and carry part of the load when thejvehicle is heavily loaded.

Another object of the invention is to provide such a suspension system in which the springs l are relieved of torsional stresses due to angular movement oi.' the axles when the vehicle is eling upon uneven road surfaces.

A further object'ofthe invention is to provide a suspension and load equalizing system for travvehicles having tandem pairs of wheels and auxwhereby a standard ,motor vehicle having the conventional number of wheels may be easily converted into afvehicle having tandem pairs of rearV wheels so las to increase the load carrying ca-,

pacity of the vehicle.

Other advantages and objectsV of myinventiori;` will appear inthe following lescriptiono,fther preferred embodiment of my invention-shown in the attached drawingsof which; n

Fig. 1 isa plan view of a portion of a vehicle chassis embodying, my invention;

Fig. 2 is a partial sectional viewonline'Z-Zr 0f Fie. 1;V 1

.Fig.3 is a partial sectional view on line3-3 of Fig. `,1;

Fig. 4 isla detail ofthe-front connection between the main spring andthe driven axle;

lFig. 45 is a detail of the connectionbetween the main spring and the vdead axle. S l

Fig. '6 is a sectional View on line 6--6, Fig. 1. Referring moreparticularly to the drawings,- Ill indicates the frame of? the vehicle, `II;-1ndicates in general .the suspension mechanism,| 2 indicates the brackets attaching nthe. suspension mechanism to :the frame, I3 indicates the driven axle housing, and I4 the dead axle housing: Brackets I2 comprise vertical plates I5 adapted to be ypositioned against the outer surfacesoi members I 6 ofthe frame IIJ, horizontalqplates I'I upon which the frame member I5 rests,` and journal members I8 to receive a transverse shaft I 9. v{'Ihebracket.I2 may bebuilt up of plate stock integrally welded together or. castV integrally'Vv and may be secured to frame member I6, as by riveting, welding cr-bolting. As shown-in Fig. l, shaft I9 stands entirely across the vehicle `frame and forms a lsupport for mainy springs-20, exteriorly of the frame member I6 and for auxiliary springs 2Ivinternally of theframefmembers I6.

As shown in Fig. l2, main springs 2l).v are pivotally mounted upon shaft I9 by brackets; 22 are positioned above the-shaft. -Brackets 22, coin-l prise the base casting 23 havingfa journal portion 24 to receive the shaft |9',al top plate. and the side Vplat-es 26. Laminated springsVZ- Uwis pressed between base members 23 and top plate l 25 by bolts 2T, andtheside plates` '26;arehe1d togetherjby bolts 28 to hold the spring lamina,- tionsin vertical alignment.` The forward end-.of each spring is provided Withra ,boot 29, adapted to beV slipped over the end of the spring. The boot 29, `which may be a casting, is provided vwith depending'lugsy., bored 'to receive a spring bolt 3| passing through Y thexspringv eye 32 in 'the endof' thevmainlleafy 33 Vof the spring 270.v The end 34 vof the boot 29,4

. Vwhich is nearest the center of the spring l2EI, is

provided with upper and lower recesses :to

receive rubberblocks`36 which Vbear against the Y spring 20 to cushion shockstransmitted from the wheel axlesto the spring. The boot is also provided intermediate its ends with dependinglugs 31 provided with transverse aligned bores 38 be-Y low the spring 2l).V

tion 39 of a Yuniversal member 40. The universal member 4I! has a bore`4l in alignment withrthe bores 38 of. the lugs A31 and a bolt 42 Vextending through the lugs 31 and universal member 40. provides for pivotal movement between thev The f universal Y member 40 is alsoprov-ided witha lower portion versal member and the boot 29.

43 having a. bore 44 extending at right angles to the bore 4I and positionedtherebelow.,v y f An axle attaching device V45 is rigidly clamped 'to theY driven axle` housing adjacenty each end thereof and comprises upper and lower halves 46 and 41 respectively`securedtogether by bolts 48 '.inblampingrelation about the axler housing I3.

The upper half 41 of the axl'eattaching `device is'provided with a surface ,4 9 adapted'to receive a'J-membe'r'50having. upstanding lugs 5I receiving between them the lower `portion 43 of the.

n universal member 43. f The lugs 5I have bores y ad aligned with the bore 44 of. the universal member anda bolt 52 extending throughthe aligned-bores allow pivotal movement between theaxle attaching device Aand the'universal memberM).l

Y au- The rear end of the spring 2Il'is alsoprovided with afboot 53 .adapted to beslipped 'over'the end of theA spring. The boot 53 is also providedvr withYV depending lugs 3IlgtoY receive. the" spring bolt'3I passing through bores V32 inthe lugs and an eye formed in themain leaf 33 of theV spring 2 I'I.V The boot 53 is alsoprovided with uppera'nd lower recesses' 35 to reoeive'lrubber blook'sV 36 bearing upon` spring 20, similarly'to boot29.

Boot 53 isprovidedwith depending portions 54 and 55, intermediate itsl ends. Depending portions 54 andl 55 are spaced longitudinally of the'A boot 'and are providedwith upper aligned bores 56 and lower aligned bores 51.-Y A bo1t58`extends through the upperV bores 56 andv the roller 59 is journaled on theA bolt 58A between the depending members 54 and 55. A U-shaped plate' BIlihas its' center portion positioned against lowere'nds' ofthe members 54 and 55 and its, arms'extending upwardly against the outer surfaces ofthe mem'- bers 54 and 55. A rubber block 6I is supported by Vthe plate Spland aV bolt `Ii2 passing through the "arms ofplate 6U, bores 51 inthe members '54`fa`nd 55an'd'1'ubber block 6I holds-the plate 6I) 'andrubber block securely inV position.Y A 1 As Vshown in Fig. 2, the roller 59, members 54 and 55, and the rubber block 6I denea rectan` gular aperture whichis adapted to receive the dead axlef It is to be noted that the 'dead axle is" rectangular orsquareV in cross section, such that the axle is prevented ,from turning within the aperture; It` ist'o be noted furtherthat-free axial movement of' the dead axle '-'is'vpermitted' by Vthe "roller 59V and thatthe rubber blockV r6I prevents undue vertical play of the` dead axle while allowingA relative angular -movement betweenthe driven axle and the deadaxle.YV Y

AAs statedVv above, the shaft 1I9 extends'entirely across the vehicle frame andauxiliary springs are mounted thereupon interiorly of the frame members I6. Auxiliary springs 2Iv are 'oflaminated construction, as shown in'Fig. 3,' and can have a The lugs 31 are (laterallyspaced to receive between'them the upper por'.

lesser number of leaves than the main springs 2B. Auxiliary springs 2I extend above the shaft j I9 and are secured thereto by means of brackets 63, each of which comprises a member B4 bored to receive the shaft I9. Each spring 2| is secured 'to the member 64 by means of U bolts 65 and top plates" G5. The oppositeends ofthe spring 2| extend forwardly and rearwardly andare positioned under normal loading conditions somewhat above the driven axle housing I3 and the dead axle I4 respectively. Spring guiding assem- 'blies 61 areV rigidly secured to the driven axle housing,V as shown in Fig. 3, and comprise lower member 58 and upper member 68 clamped about vthe housing 32. v The uppenmember 69 of each assembly 61 has a fpair of upstanding lugs 10 which arespaced longitudinally of the housing 4I3 to receive between them the forward end of a spring2l. Similarly, spring guiding assemblies 1I yare rigidly fastened to the dead axle I4 and comprise'a lower member 12 andan upper member 13 clamped about the axle I4. The upper' member'13 is providedy with a pair of'upstandingl lugs 14 which are spaced toLreceive the rear end of a spring 2I.f 'A

V As shown in Fig.vv l, the brackets '22 'carrying main springs 2!) are held'againstl the journal member of the bracket I2 by nuts 15 upon the ends of the shaft I9, and it will be seen that the'vmember 64 oi the' auxiliary spring bracket 63 is held against the' journal member of the bracket -.I2 by means-of the lug 1i)V of the spring guiding assembly 51 vand the lugs14 of the spring guiding assemblyfTI through the spring 2I'.

In'V operation of the device above described,"` normal loads are carried by the main springs 33' and all usual road shocks under light loads are absorbed thereby. rSince the'main springs are pivoted upon the rock shaft I9, the load is distributed between the two axlesIS and I4. If desired, a greater proportion of the load may be placed vupon the driven axle I3 by making the' distance between this'axle and the 'rock' shaft I9 somewhat less than the distance between the when one* ofthe lwheels 'carried by this axle is aboveor belowthe other wheel, without transmitting a `torsionalor twisting stress to the spring 33. 1 l

As stated above g the dead axle Ill'has free lon- Vgitudin'all movement with respect' to the Vsprings 33 anda roller 55 is providedforreducing friction between the axlefand-theA boot' 53. The

' dead axle i4 is; restrained from rotation by the depending arm's54 and 55 4carried by the boot 53 and vertical play of the axle with respect to the bootV 53' is preventedl by the rubber block 6I. By this arrangementfthe dead axle Iii is also allowed transverse tilting movement without .transmitting torsional or twisting stresses'to the spring 33. This construction also allows the axle I4 to move transverselyof the frame when the vehicleis rounding a curve, as well as allowing `relative movement betweenhthe spring and axle due to the increased-.distance between the spring ends when'one ofthe-wheels, carried bythis lid axle, is above or below the other .wheel when negotiating uneven road surfaces.

It is to be noted that the boots 29 and 5sr tribute the stress over the spring and eliminatev undesirable noises in operation. y

As shown in Fig. 3, the auxiliary springs 2I rare also mounted for pivotal movement around shaft I9 and have their ends positioned for normal loads somewhat above the axles I3 and I4. When the vehicle is heavily loaded, the shaft I9 is forced downwardly, carrying the spring ends against the axles and the auxiliary springs are eiective to carry a portion ofthe load. Also, unusual'road shocks will force the ends of the spring against the axles andrcause the springs to assist in absorbing such shocks. Since the auxiliary springs are pivotally mounted upon the shaft I9, the. load carried by themis distributed between the axles in the same proportions that the load carried by'the main springs 2@ is distributed between the axles. spring 2I are restrained from movement longitudinally of the axles by the upstanding lugs 'It and 'I4 of the axle attaching devices 61 and 13 respectively. The rear end of the springs 2| effectively maintain the wheels carried by the axle III in alignment with the wheels carried by ,b the axle I3. The springs 2i have suilicient ilexi- 'bility to allow for transverse movement of the axle I4 when the vehicle is rounding a curve and return the axle to its proper position when the vehicle is again moving in a straight line. ItV

will be seen that by this arrangement the auxiliary and lighter springs absorb all stresses in a direction longitudinal of the axle I4 and relieve Y the stiffer main springs 2B of thestresses which would tend to distort and twist the main springs and their mountings.

From the above description, it will be seen that I have provided a simple and rugged device for suspending and equalizing the load of a motor vehicle upon a plurality of wheels, in which independent movement of the wheels is permitted and the load is proportionally divided among the various wheels. While I have disclosed the preferred embodiment of my invention, it is to be understood that changes in construction may be made within the spirit of the invention and the scope of the following claims:

I claim as my invention:

1. In a suspension and load equalizing system for motor vehicles, a vehicle frame, tandem pairs of wheels for supporting the frame, axles for said wheels, a pair of elongated laminated springs pivoted intermediate their ends to the frame and having their opposite ends connected to said axles, one of said axles having free axial movement with respect to said springs, and auxiliary Vmeans carried by said frame for controlling the axial movement of said axle. Y

2. In a suspension'and load equalizing system for motor vehicles, a vehicle frame, tandem pairs of wheels for supporting the frame, axles. for said wheels, a pair of elongated laminated The ends of. thev springs pivoted intermediate their Vends to the frame and rhaving their opposite ends connected Y to said axles, one of said axles having free axial movement with respect to said springs, and auxiliary spring m'eanscarried by said frame for maintaining the wheels in alignment.`

3. In a suspension and load equalizing system y for motor vehicles, a vehicle frame, a rock shaft a mounted on said frame and extending thereacross, laminated 'leaf springs Divotally mounted intermediate their ends upon said rock shaft,V

tandem pairs of wheels for said vehicle, axles carrying said wheels and connected to said springs adjacent the ends thereof, the connections to one of said axles having bearing' meansv providing free ,movement of the axle longitudinally of the axle, with respect to said springs,

auxiliary laminated leaf VYsprings also mounted intermediate their ends upon said rock shaft and having their ends associated with said axles to Y support a portion of the load when the vehicle is heavily loaded,- said auxiliary springs being effective to control the longitudinal movement of said latter mentione'd'axle.

4. In a suspension .and load equalizing system for vehicles, a vehicle frame, laminated leaf` springs pivotally mounted upon said frame, tandem pairs of wheels, spaced parallel axles carrying said wheels, connections between said axles and said springs adjacent the ends thereof comprising boots positioned over the ends of said i springs, -said boots` being. pivotally connected at their end Vremote fromy the center of Vthe springs to thev extremity of said springs and having resilient members `between said springs and the portion of said boots nearest the centers of said springs, said axle being connected to said boots between said pivotal connections and said resilient members.

5. In a suspension and load equalizing sys-.1'

tem for vehicles, a vehicle frame, laminated leaf springs pivotally mounted upon'said frame, tan- Y dem' pairs of wheels, spaced parallel axlescarrying said wheels, connections between said axles and said springs adjacent the endsthere-y of, said connections to oneof said axles comprising va universal member allowing movement of the axle longitudinally of the frame and transverse tilting thereof, the connections to the otherV of said axles having means providing for freel movement relative to said springs of said other axle in a direction transversely of the frame, and means carried by said vehicle frame forV controlling the transverse movement with respect to the frame of said other axle. y

6. In a suspension and load equalizing system for motor vehicles, a vehicle frame, a rock shaft mounted on said frame and extending thereacross, main laminated leaf springs pivotally mounted intermediate their ends upon said rock shaft, tandem pairs of wheels forsaid vehicle, axles carrying said Wheels and connected to said springs adjacentk the ends thereof, auxiliary laminated leaf springs spaced laterally from said main laminated springs also mounted intermediate their ends upon said rock shaftand hav-1 ing their ends positioned above said axles, guiding means secured upon saidraxles having spaced CTI upstanding lugs, said auxiliary springs having y each ofv their ends positioned between thelugs of a guiding means.

ADoLeH P. BUQUOR. 

